Railway-tie.



PATENTED SEPT. 19, 1905.

' F. E. BUNDY.

RAILWAY TIE. APPLICATION FILED NOV. 17, 1904.

' WITNESSES:

warm

UNITED STATES PATENTOFFIOE.

FRANK BUNDY, OF ELMIRA, NEW YORK, ASSIGNOR OF ONE-HALF TO OSCAR F. BUNDY AND ONE-HALF TO JOHN B. STANCHFIELD,

or ELMIRA, NEW YORK.

RAILWAY-TIE.

Specification of Letters Patent.

Patented Sept. 19, 1905.

Application filed November 17, 1904. $eria1'No. 233,118.

' 1'0 wZl whom it mayconcern:

Be it known'that I, FRANK E. BUNDY, a citi zen of the United States, residing at Elmira,

in the county of Chemung and State ofNew.

York, have invented certain new and useful Improvements in Railway-Ties, of which the following is a specification.

This invention relates more particularly to improvements in metallic railway-ties and in whereby the rails will be held from lateral movement or from spreading on the ties, and. also to provide means for fastening the rails.

to the ties whereby the rails will be securely locked thereto. I A still further object is to provide a cushioning or wear block or shim between the base of the rail and the tie, thereby avoiding contact between metal and metal at these points and attaining an improved bed for the rails to rest upon.

I attain my objects by means of the arrangement and construction of the several parts of my improved tie, as illustrated in the accompanying drawings, in which- Figure 1 represents aside elevation of a tie, showing the rails in place thereon and the locking means whereby the rails are secured to the tie; Figs. 2 and 3, plan viewsof the ends of the tie, one with the rail in place and the other with the rail and lockingqmeans removed therefrom; Fig. 4, a transverse section of the tie on the line as w in Fig. 1 looking to the left; Fig. 5, a-longitudinal section of one end of the tie on the line y y in Fig. 3, with the parts shown in their positions before the bearing block or shim has been inserted beneath the rail and showing the locking-irons in their preliminary positions; Fig. 6, top and side views of a pair of the locking-irons; Fig. 7, a perspective view of the step-block, which forms part of the locking device; and Fig. 8, a perspective view of the spacingblock which is used, as shown in Fig. 5, tohold the locking-irons in position.

Like letters of reference designate like parts in the several views.

I preferably give to the tie a T-sh'aped crosssection, the vertical web B being shaped to l form a strengthening-truss for the horizontal plate A, which forms the top of the tie. At each end of the tie, below the top plate, is a box C, from the side ofwhich project transverse braces D. These braces D and the Web' B areembedded in the ballast when the tie is laid in place and prevent displacement of the tie in any direction. They also serve to strengthen and support the top plate. Where therails rest upon the tie and spaced apart the width of the rail-flange, are pairs of lugs E E, formed integrally with the top plate in the process of casting. The tie as so described may be cast from metal suitable for the purpose. It may also be built up in other ways and of different materials, and I do not wish to be limited in the manner of constructing the tie or in the materials to be used therefor. In order tosecure the rails to the tie, I provide a novel locking device, which is devoid of nuts or bolts, and which when the rail is once in place cannot be loosened by the jar of passing trains. Ineach of these boxes 0 is a rectangular chamber from which a slot F pass up through the top plate and forms an opening intosaid chamber. Inserted in the chamber is a locking-piece H, provided at the base with a plate I, which closes the opening to the chamber under the tie to prevent the ingress of dirt when thetie is set in place on the road-bed. A central rib J on the lockingpiece is so positioned as to come beneath the center of theslot F when the lockingpiece is inserted in the chamber, and at each K, which are positioned at one side of the slot F when the locking-piece is in place. In conjunction with this locking-piece I make use of a pair of locking-irons N, formed of spring-steel bars bent into the shape shown in Fig. 6 and having the heads 0 and feet? turned at right angles one to the other. The feet P are also bent slightly upward for a purpose which will hereinafter appear.

Q represents a'block of hardwood, which I side of this rib are formed lateral steps Land preferably submit to compression and a preservative process before applying it to the ties. This block is made of a length equal to the width of the tie and of a width equal to the space between the lugs E. Other materials than wood may also be used for these blocks or shims.

Before placing the ties in position on the road-bed the locking-pieces H are inserted in the chambers in the boxes 0. The ballast is then tamped in around the ties, after which the locking -irons N are dropped in place, their feet passing down through the slot F at each side of the rib J, with their heads turned transversely to the tie and resting in the recess Gr, formed for that purpose at each side of the lugs E. A spacing-block M is then inserted, which holds the locking-irons in place against the sides of the lugs E. The rails are then placed in position on the ties, with their flanges resting upon the top plate of the tie between the lugs E. This position of the parts is shown more clearly in Fig. 5. After the rails are in place the locking-irons are given a quarter-turn, thereby bringing the heads 0 over the rail-flanges and turning the feet around under the steps L on the locking-piece H and in line with the steps K. The rails are then raised by suitable jacks, thereby drawing the locking-irons up until their feet engage the steps K. As these feet are turned up at an incline their outer edges will strike the steps first, and if the lifting pressure is continued these feet will be sprung to a certain extent. WVhen this is done, the bearing blocks or shims Q are inserted beneath the rails, said blocks being of a thickness which will just permit of their insertion while the rail is so jacked up. The lifting-jacks are then removed and the spring action in the feet of the locking-irons causes the heads of said irons to draw the rails tightly down upon the shims, thereby securing them firmly in place.

As the base of the rail lies between the lugs E on the tie, it will be evident that there can be no shifting of the rails laterally in either direction, thereby preventing the rails from spreading or otherwise shifting, and it will also be evident that so long as the shims Q are in place the locking-irons N cannot be turned out of engagement with the base-flanges of the rail. The parts of the locking device are all held in close engagement by reason of the spring action of the locking-irons, and the only way in which the rails can be loosened or removed from the ties is by again jacking them up, removing the shims, and dropping them upon the top plate of the tie, thereby permitting the locking-irons to be turned so as to free the rail-flanges from engagement with their heads.

While I have described the locking-pieces H as being formed separate from the tie and inserted in the chambers formed in the boxes 0, it will be evident to those skilled in the art that the steps K and L, as carried by this looking-piece, may be formed within said chamber integrally with the box C by the use of properly-shaped cores in the process of casting the ties. This mode ofconstrm'tion, however, has its objections, inasmuch as the steps cannot be so well formed as when cast on a separate piece. Moreover, I wish it understood that I do not contine myself to the use of my locking device in connection solely with a metallic tie, as it may also be applied to wooden ties, built-up ties, and other forms of ties with equally good results.

Having thus described my improvements, what I claim as my invention, and desire to secure by Letters Patent, is

1. In a railway, the combination, with the rails, of a tie having a pair of lugs at each end spaced apart to receive the flanges of the rails, longitudinal slots between each pair of lugs, chambers provided with stepped recesses below said slots, locking-irons inserted in said slots at each side of the rails with heads and feet set at right angles to engage the railflanges and the stepped rcces and shims inserted between the rail-bases and the tie when the locking-irons are in place.

2. In a railway, the combination, with the rails, of a tie having a pair of lugs at each end spaced apart to receive the flanges of the rails, shims between the railbases and the tie, and spring-actuated locking-irons to secure the rails in place.

3. In a railway, the combination, with the rails, of a tie having a pair of lugs at each end spaced apart to receive the llanges of the rails, locking-irons in the lugs at each side of the rails adapted to be turned into and out of engagement with the rail-flanges, and shims inserted between the rail-bases and the tie when the locking-irons are turned over the railflanges.

4. In a rail ay, the combination, with the rails, of a tie having chambers with stepped recesses at each end below the rails, lockingirons projecting from said chambers at each side of the rail-flanges, said locking-irons being provided with head and foot portions set at right angles to one another, and adapted to be turned into and out of engagement with the rail-flanges and stepped recesses, and shims inserted between the rail-bases and the tie when said irons are in looking position, the feet of the locking-irons having a spring action to draw the rails lirmly down upon the shims.

5. In a railway, the combination, with the rails, of a metallic tie, non-metallic shims between the rail-bases and the tie, locking-irons at each side of the rail-flanges, and means whereby the shims when set in place not to so cure said irons in locking position against the rail-flanges.

6. A railway-tie having a top plate with a longitudinal strengthening-web below, chambers at each end of said web, transverse webs extending from each side of said chambers,

pairs of lugs projecting above the top plate In testimony whereof I have afiixed my sigover said chlarnbers arid spacgd apa'rii to renature in presence of two Witnesses. ceive t e rai -flanges, s ots in t e top p ate between the lugs leading to said chambers, and FRANK BUNDY' 5 locking-irons passing through said slots and Witnesses:

having heads adapted to be turned into and A. S. DIVEN, out of engagement with the rail-flanges. M. E. VERBECK. 

